JPS58196351A - Automatic speed change gear equipped with overdrive mechanism - Google Patents

Abstract

PURPOSE:To permit cost reduction and facilitate control of parts in manufacturing step by permitting almost all parts of a speed change gear mechanism for overdrive to be used in common with the parts of a multistage gear mechanism installed in the succeeding stage to the speed change gear mechanism. CONSTITUTION:A planetary gear mechanism 50 for overdrive is equipped with the first planetary gear mechanism 21 of a multistage speed change gear mechanism 20 so as to permit the direction of the shaft to be reversed, and when a direct clutch 54 is engaged and an overdrive brake 56 is released, shafts 14 and 26 are directly connected, and when the overdrive brake 5 is engaged and the direct clutch 54 is released, the shafts 14 and 26 are connected in the overdrive ratio. With such a constitution, a lot of parts such as gears of the planetary gear mechanism 50 for overdrive can be used in common with those of the first planetary gear mechanism 21.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission for an automobile, and particularly to an automatic transmission with an overdrive mechanism.

An automatic transmission comprising a torque converter and a multi-stage gear transmission having a plurality of gear stages, in which an overdrive planetary gear transmission is disposed between the torque converter and the multi-stage gear transmission. The machine is already known.

For example, Tokukai Showa Star 630! No.-- discloses an automatic transmission in which a planetary carrier of an overdrive planetary gear transmission is coupled to a turbine of a torque converter, and an internal gear is coupled to a human power member of a multi-stage gear transmission. ing. In this automatic transmission, the sun gear and planetary carrier are connected by a direct clutch, the planetary gear mechanism rotates as a unit, and the torque converter turbine is directly connected to the input member connected to the multi-stage gear series. When the sun gear is engaged with the case side by the overdrive brake, the turbine of the torque converter is coupled in overdrive to the input member of the multi-gear transmission via this planetary gear transmission.

The multi-gear transmission mechanism has a planetary gear mechanism, and, as is well known, provides three forward speeds and one reverse speed. but,
In the transmission described in this patent publication, the gears constituting the multi-gear transmission mechanism and the clutches and brakes for controlling the gears have no commonality with those of the overdrive mechanism, and therefore each part is made separately. Since it has to be designed and manufactured separately, there are problems in that it is expensive and parts management is complicated.

An object of the present invention is to solve the above-mentioned problems in conventional automatic transmissions with an overdrive mechanism, and to provide an automatic transmission with an overdrive mechanism in which the overdrive mechanism can be constructed from mostly the same parts as the multi-gear transmission mechanism. shall be.

That is, the automatic transmission of the present invention includes a torque converter,
An overdrive transmission mechanism is provided between a multi-stage gear transmission mechanism having multiple gear stages, and the overdrive transmission @ side is a system in which the planetary gear mechanism that constitutes the multi-stage gear transmission mechanism is turned over front and rear. It consists of a planetary gear mechanism. More specifically, the overdrive transmission mechanism includes a planetary gear mechanism that includes a first sun gear, a first internal gear, a first planetary gear, and a first planetary carrier that rotatably supports the seventh planetary gear. a direct clutch configured to mutually engage any one of the first sun gear, the first internal gear, and the first planetary carrier;
An overdrive brake that engages the gear on the transmission case side is provided, the first granary carrier is connected to an input shaft connected to the torque converter, and the first internal gear is connected to the output of the overdrive transmission mechanism. The multi-stage gear transmission mechanism comprises at least seven pairs of planetary gears, each consisting of a cosun gear, a first coin internal gear, and a coplanetary carrier that rotatably supports the first planetary gear and the wrinkled cobra gear. It has a gear mechanism, and the first coin internal gear can be coupled to the first inno internal gear, and the first coplanetary carrier is coupled to the output shaft and engages the first coplanar gear to the transmission case side. A low and reverse brake that connects the first internal gear to the first inner gear, and a forward clutch that connects the first internal gear to the first coin internal gear. A clutch is provided.

Since the automatic transmission of the present invention is configured as described above, most of the parts of the overdrive transmission mechanism are
The multi-stage gear transmission mechanism provided at the subsequent stage can be used in common, and the required transmission ratio can be obtained without any problem. And -〇, parts manufacturing costs can be reduced, and parts management in the manufacturing process can be simplified.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram showing an example of an automatic transmission with an overdrive mechanism equipped with a control device of the present invention. Overdrive planetary gear transmission mechanism 50 disposed between the transmission mechanism 20
It is composed of.

The torque converter 10 is coupled to the engine output shaft 1 via a converter cover 11a and has a nine-point/gui/peller 11.
, a turbine runner 12 disposed opposite to the pop-up novella 11, and a stator 13 disposed between the pop-up novella 11 and the turbine runner 12. The turbine 12 is connected to a human power @14. A lock-up clutch 1 is provided between the human-powered shaft 14 and the pop-up novella 11.
5 is provided. This lock-up clutch 15 is constantly pushed in the engagement direction (leftward in FIG. 1) K by the pressure of hydraulic oil circulating in the Drukko/Park 10, and is formed between the lock-up clutch 15 and the conopter cover 11a. When the lock-up oil chamber 60 is supplied with the lock-up oil from the outside, the lock-up piston is moved to the right in FIG.

The multi-stage gear transmission mechanism 20 has a first planetary gear mechanism 21 and a co-planetary gear mechanism 22, and the sun gear 223 of the first planetary gear mechanism 21 and the co-gear 24 of the co-planetary tooth single mechanism 22 are connected. It is connected by a shaft 25. Multi-stage gear transmission mechanism 2
0 human power shaft 2@ is...IAND reverse clutch 2T
Connecting shaft 2SK% and forward clutch 28 through
The internal gear 29 of the first planetary gear mechanism 21 via
can be connected to each other. An intermediate brake 30 is provided between the connecting shaft 25, that is, the sun gear 21, 24, and the transmission case. The planetary carrier 31 of the first planetary gear mechanism 21 and the internal gear 3s of the co-planetary gear mechanism 22 are connected to the output shaft 34, and the planetary carrier 35 of the co-planetary dovetail gear mechanism 22 is connected to the transmission case. A low and reverse brake 36 and a one-way clutch 5lia are provided between them.

The overdrive planetary gear transmission mechanism 50 includes a planetary carrier 5 that rotatably supports a planetary gear 51.
2 is connected to the human power shaft 14 of the torque converter 10, and the sun gear 53 is connectable to an internal gear 55 via a direct clutch 54. An overdrive brake 5 is provided between the sun gear 53 and the transmission case.
6 is provided, and the internal gear 55 is connected to the input shaft 26 of the multi-gear transmission [20]. The multi-stage gear transmission mechanism 20 is of a conventionally known type, for example,
It is of the same type as that disclosed in the i3coθ6co publication, and has three forward gears and reverse gears, and has a clutch 27.
．． A desired gear position can be obtained by appropriately operating the brakes 28 and 30 and 31 as will be described later.

The overdrive planetary gear transmission mechanism 50 has a configuration in which the first planetary gear mechanism 21 is turned upside down in the axial direction, so that when the direct clutch s4 is engaged and the overdrive brake 56 is released, the shaft 14°26 When the overdrive brake 5B is engaged and the direct clutch 54 is released, the shaft 14.2
6 is combined with an overdrive ratio. According to this configuration, many of the parts such as gears of the overdrive planetary gear mechanism 50 can be the same as those of the first planetary gear mechanism 21.

Figure 2 shows a rounded hydraulic control circuit that operates each clutch and brake to obtain the required gear stage. The pressure of the hydraulic oil is adjusted by the pressure regulating valve 1G2, and the pressure is regulated by the select valve 10.
I am guided by 3.

The select valve 10m has positions /, ko, D, N, R, and P, and when the select valve 103 is in the /, 2, and D positions, the pressure line 101 is connected to ports a, b, and c.
K communicate. Port a is connected to an actuator 104 for operating the forward clutch 28, and 1. valve 10
3 is in the above position, the forward clutch 10
4 is held in a coherent state. Further, port a is connected to the first governor valve 106 via the first governor valve 106,
When the east speed exceeds the set value, the vehicle speed (
No. 8 pressure is generated. The vehicle speed signal king on line 107 is /-coshift valve 101. ．． 2-,? It is applied to shift valve 109, 2-3 timing valve 110, and pressure modifier valve 122 to operate these valves according to vehicle speed.

Boat C is connected to the second lock valve 111 and
A pressure of 101 is applied to the valve 111 to maintain the spool of this valve in the upper direction tK in the figure.

The pressure from the boat b is applied to the second lock valve 111, and when the pressure from the boat b is not acting on the wrinkle valve 111, it acts to push the spool of the valve 111 downward. Boat a is further connected via line 112 to the /-27 foot valve 108, from which line 113 is connected to the actuator 114 of the intermediate brake 30 when the spool of the second lock valve 111 is in the upper position. Lie leading to the maintenance side pressure chamber/11
Connected to 5. Furthermore, the boat C is connected to the 2-3 shift valve 4109 via the line 116, and this life 116 is activated when the vehicle speed exceeds the set value and the 2-3 shift valve 109
When activated, it is connected to the main line 117. line 11
7 is connected to the release side pressure chamber of the actuator 114 of the intermediate brake 11, and hydraulic pressure is introduced into this pressure chamber, and the actuator 114 releases the brake 3◎ against the pressure of the engagement side pressure chamber. operate in the direction.

The pressure in the line 117 is also guided to the actuator 118 of the high and reverse clutch 2T, causing the clutch 2T to engage.

The select valve 103 connects the pressure line 101 in the / position to
has a boat d leading to the line 11.
- to /- co-shift valve 108, and further line 1
20 and is connected to the actuator 121 of the low and reverse brake 36. Furthermore, the 1 hydraulic control circuit includes a pressure cammodifier valve 122 and a downshift valve 12.
3. Although a throttle backup valve 124 and a vacuum throttle valve 125 are provided, the configuration and operation of the control circuit described above are the same as that illustrated and explained in Japanese Patent Application Laid-Open No. 732062. Therefore, further explanation will be omitted, and the relationship between the gear position and the operation of the clutch and brake is shown in the table.

In the table, when pressure is introduced to both the holding side and the releasing side of an overdrive brake or an intermediate brake, the brake operates on the releasing side due to the difference in the area of the actuator.

In the embodiment of the present invention, in order to control the direct clutch 54 and overdrive brake 56 of the overdrive planetary gear transmission mechanism 50, a 3-da 77 valve 20m is further provided. This shift valve 200
has a spool 202 that is slidable within a valve hole 201,
A vehicle speed signal pressure from the lie/107 is introduced into the valve hole 201 through a slit 241A provided in a sleeve-shaped guide 241 at one end of the spool 202, and when the vehicle speed exceeds a set value, the vehicle speed signal is output. The pressure causes the spool 202 to be moved to the upper half position in the figure.

The valve hole 201 is formed with a line pressure line 203 connected to the pressure line 101 and an output line 204. When the vehicle speed is lower than the set value and the school 202 is in the lower half position in the figure, the line Pressure boat) 203 is connected to the output port 204, and when the vehicle speed exceeds the set value and the spool 2e moves to the upper half position in the figure, both boats 2, 3, 2, and 4
connection is broken and output port 204 is connected to Dray/Boat 2.
It will be opened at 40.

Output port 204 of 3-Reference 77 tot valve 2 (10 is connected to overdrive release valve 207 via line 2011 with oriice check valve 215. Valve 2
0F has a valve hole 208 and a spool 2 (l) that extends inside the valve hole 208, and the spool 9 is set at its right end and is pushed to the left in the figure by a spring 210. The valve hole 208 is connected to the pressure line 1 from the pump 10.
Pressure port 211 leading to 01 and 3-4' shift valve 2
A port 212 connected to the line 20g from output ports 2 and 4 of 00, and a port 213 between ports 211 and 212 are formed. The pressure line 101 is a restriction 21
4 to the chamber 215 at the left end of the valve hole 201.
No. 11 is opened to the drain via another choke point 216. Therefore, in this state, the pressure acting on the 1m215 is reduced by the strangle 214, so it acts on the left end of the spool 20- and moves the spool to the right against the action of the stuttering spring 21G. Although it is not large, when the throttle 216 is closed, the line pressure is 1m211! K) & D to act on
, school 20- is moved to the right.

School 20m is located at the upper position Kl in the figure, and port 2
12 is connected to port 213, port 211.213
Communication between them is severed. The aperture 216 is closed and the chamber 215
When the pressure increases and the spool 2 (l moves to the lower half position in the figure), the communication between the ports 212 and 211 is cut off and the port 213 is connected. A solenoid 211, which is operated by a manual switch (not shown), is provided on the crest to open and close 216 as desired. When the solenoid 211 is not energized, it keeps the diaphragm 216 open, but when it is energized, it works to keep the diaphragm 21 closed.

The direct clutch S4 has a round actuator 21$ that engages it, and the overdrive brake S4
@ has an actuator 211 for operating it. The actuator 219 has an engagement side pressure 'Ji220
and a release side pressure chamber 221, and when hydraulic pressure is introduced only into the chamber 220, the brake 5 is engaged, and the release side pressure chamber 221 is engaged.
When hydraulic pressure is not introduced to both of the brakes 56 and 56, the brake 56 is released due to the difference in pressure receiving area. The maintenance side pressure chamber 220 of the actuator 219 is connected to the pressure line 101.

The output port 213 of the valve 207 is connected to a common line 222, and this line 222 is connected to the actuator 218 of the clutch 54 through a one-way throttle 223 and to the release side pressure of the actuator 219 of the brake 56 through the one-way throttle 224. It is connected to room 221. The common line/222 is also connected to a lock-up control valve 225 for the lock-up clutch 15 of the Dorkco/Park 10. That is, the valve 225 has a valve hole 226 and a spool 227 that slides inside the valve hole 226, and the spool 227 is pushed leftward in the figure by a spring 228. Common line 222 to 17) Pressure #1 is introduced to the right end of valve hole 226 and is configured to assist spring 228. The vehicle speed signal pressure line 107 is connected to the left end of the valve hole 226, and the vehicle speed signal pressure is connected to the spool 22.
The 5° valve hole 226 that acts to push the torque converter 1 to the right is connected to a boat 229 connected to the pressure line 101 and a lock-up release line connected to the lock-up oil 'M60 of the torque converter 1o via a lock-up release pressure line 231. Boat 23G is formed and spool 2
21 is pushed by the spring 22@ and is in the upper half position in the figure, the boat 229 is connected to the boat 230, and hydraulic pressure is guided to the lock-up clutch oil chamber 6OK, keeping the lock-up clutch ISt in the released state. When the single speed reaches the set value or more and pressure is generated in the common lie/222 and no trout is caught, the spool 227 is moved to the lower half position in the figure by the vehicle speed signal pressure, and the boat 230 is moved to the lower half position in the figure.
The oil pressure in the lock-up oil chamber 60 becomes θ. Therefore, the lock-up clutch 15Fi) is brought into the engaged state by the hydraulic pressure inside the torque converter 10. If oil pressure is generated in the common lie/222, the spool 227 will not be moved to the lower half position in the figure by the vehicle speed signal, and the lock-up clutch 1s will be held in the released state.

To explain the operation of the control circuit described above, if the vehicle speed is smaller than the set value and the vehicle speed signal pressure is low, the precision is 3-'l.
The spool 202 of the shift valve 200 is in the lower half position in the figure, and the bow (203) leading to the pressurizer 101 is connected to the output port 204. If the throttle 216 is open,
Since the pressure supplied to the boat 215 decreases, the spool 2011 of the open line release valve 207 is in front of the upper half in the figure, and the pressure of the boat 204 is transferred to the common line via the line/2o6 (bow) 212, 213. /222. The pressure in this common line 222 is guided to the actuator 218 of the direct clutch 54 and
4 and engages the overdrive brake 56.
The brake 5B is guided to the release side pressure chamber 221 of the actuator 219 to release the brake 5B. Therefore, the overdrive transmission mechanism 50 is in a state where the transmission ratio is directly connected.The pressure of the common line 222 is introduced into the right end of the valve hole 226 of the lockup control valve 225 and the right side of the spool 227. This prevents the lock-up clutch 15 of the torque converter 10 from engaging. That is, when the transmission mechanism 50 is in a directly connected state,
In other words, engagement of the lock-up clutch 15 is prevented under gears other than overdrive.

When the vehicle speed increases and reaches the set speed or higher, the spool 202 of the 3-danoft valve 200 is moved to the upper half position in the figure by the vehicle speed signal pressure, so that the output port 2a of the valve 20G is moved to the upper half position in the figure.
4 is cut off from the lie/pressure boat 203 and connected to the drain boat 240.

Therefore, the pressure in the common lie/222 decreases, the actuator 218 of the direct clutch 54 operates in the clutch release direction, and the pressure in the chamber 221 of the actuator 2190 of the overdrive brake 56 decreases, causing the actuator 219 to engage the brake. Operates in the matching direction. In this way, the transmission 50 goes into overdrive, and as the pressure in the common line 222 decreases, the single speed increases and reaches an even higher set speed.
The spool 227 is moved to the lower half position in the figure by the vehicle speed signal pressure, and the bow 230 is disconnected from the boat 229 and connected to the drain boat 242, and the lock-up oil chamber 60
is drained. As a result, the lock-up clutch 15 becomes engaged.

In this state, when the lenoid 217 is excited by operating a switch (not shown), the diaphragm 216 is closed. As a precaution, the pressure in the chamber 215 is temporarily sealed, and the spool 209 of the valve 207 is moved to the upper half position rltv in the figure.

In this position, the output -+2-) 213 of the valve 207 is connected to the pressure boat 229, and release hydraulic pressure is supplied to the lock-up oil chamber 60 to release the lock-up. At the same time, the hydraulic pressure of the common lie/222 is guided to the actuator 218 of the direct clutch 54 to lock it, and the actuator 21 of the overdrive brake 56 is activated. The overdrive brake 56 is released, and the transmission mechanism 50 is brought into direct connection. This configuration allows overdrive to be canceled at will.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of an automatic transmission showing an embodiment of the present invention;
Figure 2 is a hydraulic circuit diagram for its control. DESCRIPTION OF SYMBOLS 10... Torque converter, 15... Lock-up clutch, 20... Multi-stage gear transmission mechanism 50... Overdrive Kawayu ms vehicle transmission mechanism 200
...3-g/foot valve 218...Direct clutch actuator 219
...overdrive brake actuator 222
...Common lie/, 1: 225...Lock amplifier control valve. Patent applicant: Nissan Motor Co., Ltd. Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] An overdrive transmission mechanism is provided between a torque converter and a multi-stage gear transmission mechanism having a plurality of gear stages, and the overdrive transmission mechanism is a first Sun gear and the first
A/internal gear, and a first planetary carrier rotatably supporting the first granary gear and the seventh granary gear.
A direct clutch that mutually engages any two of the Sano gear, the first internal gear, and the seventh planetary carrier, and the #! An overdrive brake is commonly used that engages a gear on a transmission case side, the first planetary carrier is connected to the torque converter and coupled to a nine input shaft, and the first internal gear is connected to the overdrive The multi-stage gear transmission mechanism constitutes an output part of a drive transmission mechanism, and the multi-stage gear transmission mechanism has a first cosine/gear and a first cos/gear.
It has at least seven sets of planetary gear mechanisms consisting of a internal gear and an #I cograine carrier that rotatably supports a first granary gear and a #tA2 planetary gear; The first granular gear rear is coupled to an output shaft, and the first granular gear rear is coupled to a low and reverse brake for engaging the first cosine/gear to the transmission case side. A high-and-reverse clutch capable of coupling the first internal gear to the first internal gear and a forward clutch capable of coupling the first internal gear to the second internal gear are provided. An automatic transmission with an overdrive machine on the side.